Control device



y 1943' 3. R. ERICSON 2,319,773

CONTROL DEVICE- Filed Feb. 5, 1942 CU-FT. 0F I'MR PER MINUTE.

Patented May 18, 1943 CONTROL DEVICE George R. Ericson, Kirkwood, Mo., assig'nor to Carter Carburetor Corporation, St. Louis, Mo., a corporation of Delaware Application February 3, 1942, Serial No. 429,427

41 Claims.

This invention relates to internal combustion engines and more especially to the elimination -o1 objectionable detonation under certain conditions as for instance when operating at low.

of the fuel mixture delivered by the deviceshown in Figure 1.

, The reference numeral I indicates the cylinder of an internal combustion engine having a piston 2, connecting rod 3, and crank shaft 4,

the usual intake valve 5, and exhaust 6 controlling intake manifold I and exhaust manifold 8, respectively, it being understood that the engine may be of multi-cylinder four cycle type, although it is not necessarily limited to this type.

The liquid fuel is supplied to the float chamber 9 through the conduit l and the supply is controlled by a conventional float and valve H. The carburetor includes throttle operated metering rod, the accelerating pump, and other elements, structure, and mode of operation of the carburetor shown in my Patent No. 1,915,851, issued June 27, 1933.

Among the instrumentalities of the carburetor .is included the nozzle l2 mounted in the throat of the venturi l3 and receiving fuel from the float chamber 9. This fuel supply is delivered from a main jet [4 and an auxiliary jet l5 which is controlled b the suction operated valve It. To operate this valve the piston I! normally held in upward position by the spring l8 and controlled by manifold suction through the conduit I9 is provided. Conventional air bleeds and throttle operated step-up or metering rod are not shown but may be used if desired. The idle passageway discharging adjacent the edge of the throttle valve may also be of conventional form. The function of the valve I6 is to supply an especially rich fuel mixture during detonating conditions to assist in holding the detonation to a minimum without actually weakening the force of the explosion. It will be understood that the amount of fuel which can be used in detonation.

reduction of detonation is substantially more than the amount of fuel necessary to obtain maximum power performance and Figure 2 shows the approximate relation of the various fuel curves in which A represents the fuel air ratio curve for maximum economy. B represents the fuel curve giving maximum power and C represents the fuel air ratio curve for maximum elimination of detonation without sacrifice. of power. The carburetor contains the instrumentalities for obtaining thefuel curves A and B and it will be understood that these are obtainable with prior carburetors such, for instance, as that shown in my above mentioned Patent No. 1,915,851.

In addition to these instrumentalities the piston l! is operated under low manifold vacuum conditions for instance below 5 inches of mercury vacuum to add an increased amount of fuel beyond the maximum power-mixture to reduce Cooperating with this structure is a device for supplying antidetonating fluid. This device has a float chamber receiving liquid from a tank 26, the supply being maintained at constant level in the float chamber by means of the float 21. A nozzle 28 is operated by suction to discharge a calibrated quantity of the liquid into the venturi by suctio'nf The operation of this liquid supply device is controlled by a valve 29 connected to the piston 30 normally held in upward position by the spring 31 the piston is pulled down by suction communicated through the conduit 32 from the intake manifold so that the supply of this fluid is controlled in the same way as the supply of additional fuel. In order to prevent the operation of this anti-detonating fluid supply at low temperatures an air supply conduit 33 is connected to the nozzle just anterior to its-point of discharge in such a manner as to kill the suction and thereby prevent the action of the suction to withdraw fuel from the float chamber. It will be understood that the air inlet of the carburetor is controlled by a thermostatically operated choke valve 34. It will be noted that the thermostat 35 mounted in the housing 36 and operating the rotatable shaft 31 is connected to the choke valve by the link 38. A suction conduit 39 and a hot air supply conduit 40 heat the thermostat when the engine is in operation. When the choke valve is in wide openposition as when the engine is hot, the upper edge of the check valve closes the end of the tube 33 so that the supply of atmospheric air to the nozzle 28 is cut off and the nozzle can function in the normal manner, In order to supplement the supply of anti-detonating fluid especially when the throttle is suddenly opened I provide a suction operated pump comprising the cylinder 4! having'apiston 42 therein operated by the dia-' throttle is opened a flne spray of anti-detonating fluid will be introduced to the manifold closely adjacent the intake valve. Obviously this valve may be mounted in the carburetor in the same way as the accelerating pump of the said Patent No. 1,915,851, or Bicknell Patent No. 2,252,958, but the advantage of discharging close to the intake valve will not be obtained.

In order to balance the torque curve of the engine I provide a valve 50 mounted in the intake manifold close to the intake port. This valve is normally held in closed position by the spring 5! operating through the linkage 52 and piston 53 so that when the suction in the intake manifold is high the valve will be in wide open position and will not form a restriction. However, when the intake manifold pressure is low each suction impulse of the engine will cause the valve to open, not only assisting the vaporizing of the fuel and anti-detonatlng compound but also acting as a check valve. By this means I am enabled to close the intake valve of the engine as late as '75 or 80 degrees after bottom dead center in order to obtain maximum horse power at top speed without sacrificing torque at low speeds. The reason for this is that that part of the charge which would normally be rejected by reason of the late closing of the intake valve is caught by the check valve 50 and prevented from being blown back toward the carburetor. This increase of the low speed charge of the engine, however, would prevent the use of the high compression ratios desired unless some means is introduced to prevent detonation. However, with the device shown herein I am enabled to eliminate this objectionable detonation sufliciently to use very high compression ratios, that is, in the order of 8 to 1 or more without encountering serious detonation or loss of power at low speed.

It will be understood that in addition to the above instrumentalities I may also provide the conventional manifold vacuum operated spark control for retarding the spark under low speed wide open throttle operating conditions but this structure is well known in the art and need not be described here.

As an anti-detonating fluid I prefer to use water. The only disadvantage in the use of water for this purpose is that it is likely to freeze in winter time. This is objectionable because it is likely to burst the tank or pipe and also because of the fact that it would not melt soon enough after the engine starts to give the desired antidetonating effect. It is possible to avoid this difficulty in winter time by adding an anti-freeze such as alcohol to the water and if this is intro-- duced in sumcient strength of solution to withstand the temperature to which the car is likely to be subjected the disadvantage will be eliminated. When alcohol is used as the anti-freeze the fuel value of the alcohol is added to the fuel value of the gasoline furnished by the carburetor and this in itself helps eliminate detonation by enriching the fuel mixture.

Another method of reducing the detonation involves the use of the exhaust gas from the engine as an anti-detonating fluid. With such a construction a pipe is led from the exhaust pipe to discharge into the air inlet of the carburetor near the venturi and this pipe is controlled in accordance with the manifold vacuum by a valve operating in the manner shown herein, that is introduction of exhaust gas for use as an antidetonating fluid is controlled in the same way as water, alcohol or a tetraethyl lead solution. It will be understood that any of the well known anti-detonating fluids may be added in the manner indicated.

I claim:

1. In an internal combustion engine having an intake manifold, means for introducing a fuel air mixture to said' manifold and means for controlling the richness of said mixture in accordance with operating conditions of the engine and the position of the throttle to supply a mixture of proper richness for maximum anti-detonating quality when thevacuum in the manifold is low, means for governing the richness of said mixture in accordance with requirements for maximum richness consistent with maximum power when the engine is operated under wide open throttle conditions at suflicient speed to maintain a predetermined vacuum in the manifold, and means for governing the richness of said mixture in accordance with requirements for maximum economy when the engine is being operated with the throttle partly open and under conditions such as to maintain a predetermined vacuum in the manifold.

2. In an internal combustion engine, a carburetor, said carburetor having means for supplying fuel mixtures in accordance with the requirements for maximum economy when the englue is operated at constant speed with the throttle in partially open position, means for enriching said mixture to comply with the curve required for maximum economy consistent with maximum power when the engine is operated with the throttle in wide open position, and means for further increasing the richness to the point of maximum resistance to detonation when the engine is operated at low speeds with the throttle in wide open position.

fluid into the intake manifold, said means being effected by the movement of said choke valve.

4. In an internal combustion engine having an intake manifold and a carburetor for supplying fuel mixture to said intake manifold, means associated with said carburetor for supplying a normal mixture of fuel and air for operation of said engine, a plurality of independent means for supplying an anti-detonating fuel into the normal mixture, at least one of the independent means being controlled by the temperature conditions of the engine.

5. In an internal; combustion engine having an intake manifold and a carburetor for supplying fuel mixture to said intake manifold, means associated with said carburetor for supplying a normal mixture of fuel and air for operation of said engine, a plurality of independent means for supplying an anti-.detonating agent into the normal mixture, at least one of the independent means being controlled by the vacuum condition in the manifold.

6. In an internal combustion engine having an intake manifold and a carburetor for supplying fuel mixture to said intake manifold, means associated with said carburetor for supplying 9. normal mixture of fuel and air for operation of said engine, a plurality of independent means for supplying an anti-detonating agent into the normal mixture, one of said independent means being controlled by the temperature of the engine and another of said independent means being controlled by the vacuum in the manifold.

7. In an internal combustion engine of the four-cycle type, an engine operated intake valve,

' an intake manifold and charge forming device for supplying fuel mixture to said engine, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of the position means for supplying a fuel mixture to said manifold, and emotion controlled pump for supplying of said intake valve, and means for supplying an anti-detonating fluid at a point intermediate said valves.

8. In an internal combustion engine of the four-cycle type, an engine operated intake valve, an intake manifold and charge forming device for supplying fuel mixture to said engine, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of the position of said intake valve, and temperature controlled means for adding to the fuel mixture an antidetonating substance.

9. In an internal combustion engine of the four-cycle type, an engine operated intake valve, .an intake manifold and charge forming device for supplying fuel mixture to said engine, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of the position of said intake valve, means for supplying an antidetonating fluid at a point intermediate said valves, and additional means controlled by temperature for supplying an anti-detonating substance to the fuel mixture at a point posterior to said normally closed valve.

10. In an internal combustion engine of fourcycle type, an engine operated intake valve, an intake manifold and charge forming device for supplying fuel mixture to said engine, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of the position of said intake valve, and means controlled by suction in the intake manifold for supplying an anti-detonating fluid at a point intermediate said valves.

11. In an internal combustion engine of fouring fluid.

cycle type, an engine operated intake valve, an

intake manifold and charge forming device for supplying fuel mixture to said engine, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of the position of said intake valve,'means controlled by suction in the intake manifold for supplying an anti-detonating fluid at a point intermediate said valves, and additional means posterior' to said normally closed valve for supplying additional anti-detonating fluid, said last named means being controlled by temperature.

anti-deton'ating fluid to said fuel mixture.

13. In an internal combustion engine havingv an intake manifold, inlet and exhaust valves, means for supplying a fuel mixture to said manifold, and a suction controlled pump for supplying anti-detonating fluid at a point adjacent the intake valve. r

14. In an inte al combustionengine having an intake m old, inlet and exhaust valves, means for supplying a fuel mixture to said manifold, and a suction controlled pump-for supplying anti-detonating fluid at a point adjacent the intake valve at low speed with wide open throttle.

15. An internal combustion engine having an intake manifold, inlet and exhaust valves, a carburetor for supplying a fuel mixture including an anti-detonating fluid to said manifold, additional means for supplying an anti-detonating fluid in accordance with the vacuum in the manifold, valve means anterior to said intake valve and directly operable by suction for preventing the back flow of gases regardless of the position of said intake valve, and temperature responsive means for regulating the discharge of antidetonating fluid in response to engine conditions.

16. In an internal combustion engine having an intake manifold, inlet and exhaust valves, a carburetor for supplying fuel mixture to said manifold including a choke and a throttle valve,

1 and means for supplying anti-detonating fluid at each sideof said throttle, said means being responsive to temperature and vacuum.

17. The method of feeding an explosive mixture to an internal combustion engine which includes supplying a rich fuel mixture during detonating conditions in the engine, the mixture being capable of holding detonation to a minimum withoutdecreasing the power factor of the explosion, and adding to the fuel mixture an anti-detonating fluid.

18. The method of feeding an explosive mixture to an internal combustion engine at low speeds with wide open throttle which includes supplying a rich fuel mixture during detonating conditions in the engine, the mixture being capable of holding detonation to a minimum without decreasing the power factor of the explosion, and adding to the fuel mixture an anti-detonat- 19. The method of feeding an explosive mixture to anlinternal combustion engine which includes supplying a main relatively rich fuel mixture at low speeds with wide open throttle and adding to the fuel mixture at a point approximating the intake of the engine an anti-detonating fluid, the proportion of which with respect to the fuel mixture being a function of the engine condition.

20. The method of feeding an explosive mixture to an internal combustion engine which includes supplying a main relatively rich fuel mixture at low speeds with wide open throttle and adding to the fuel mixture at a point approximating the intake of the engine an anti-detonating fluid, the proportion of which with respect to the fuel-mixture being determined by the vacuurrr in the engine manifold.

21. The method of feeding an explosive mixture to an internal combustion engine which includes supplying a relatively rich fuel mixture at low speeds with wide open throttle from a carburetor embodying a temperature controlled choke valve and adding at predetermined periods an anti-detonating fluid to the fuel mixture, the period at which the anti-detonating fluid is fed being determined by the position of said choke valve.

22. The method of feeding an explosive mixture to an internal combustion engine which includes supplying a relatively rich fuel mixture at low speeds with wide open throttle from a carburetor embodying a temperature controlled choke valve and adding at predetermined periods an anti-detonating fluid to the fuel mixture, the proportion of anti-detonating fluid to the fuel mixture being determined in part by the position of said choke valve.

23. The method of feeding an explosive mixture to an internal combustion engine which includes supplying a relatively rich fuel mixture at detonating periods by means of a carburetor including a temperature controlled choke valve,

adding to the fuel mixture by independently controlled means an anti-detonating fluid, and regulating said means by different engine conditions.

24. In an internal combustion engine having an intake manifold, inlet and exhaust valves, a carburetor for supplying fuel mixture to said manifold, said carburetor including means for enriching the fuel mixture during periods deflned by conditions in said engine resulting in detonations, a choke valve operated by means controlled by the pressure of the engine, ,and means for supplying an anti-detonating fluid to said engine, said means being controlled by the position of said choke valve and by vacuum conditions in said manifold.

25. In an internal combustion engine having an intake manifold, inlet and exhaust valves, a carburetor forming a source of normal fuel supply including a temperature responsive choke valve, means forming a source of anti-detonating fluid, means for increasing the normal fuel supply during detonating periods in said engine, means forcontrolling theanti-detonating fluid by said temperature responsive choke valve, and means for further controlling said anti-detonating fluid by manifold conditions.

26. In an internal combustion engine of the four-cycle type, an engine operated intake valve,

' an intake manifold, a charge forming device for supplying fuel mixture to said manifold, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of engine conditions and the position of the intake valve, 9. temperature controlled choke valve for said charge formingdevice, means for supplying an anti-detonating fluid between said intake valve and normally closed manifold valve, an independent means for supplying an anti-detonating fluid posterior to the last-mentioned normally closed valve.

27. In an internal combustion engine of the four-cycle type, an engine operated intake valve,

an intake manifold, a charge forming device for supplying fuel mixture to said manifold, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of engine conditions and the positions of the intake valve, a

temperature controlled choke valve for said charge forming device, means for supplying an anti-detonating fluid between said intake valve and normally closed manifold valve, an independent means for supplying an anti-detonating fluid posterior to the last-mentioned normally closed valve controlled by said choke valve.

28. In an internal combustion engine of the four-cycle type, an engine operated intake valve, an intake manifold, a charge forming device for supplying fuel mixture to said manifold, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented resardless of engine conditions and the position of the intake valve, a temperature controlled choke valve for said charge forming device, pump means for supplying an anti-detonating fluid between said intake valve and normally closed manifold valve, and independent means for supp ying an anti-detoating fluid anterior to the last-mentioned normally closed valve.

29. In an internal combustion engine of the four-cycle type, an engine operated intake valve, an intake manifold, a charge forming device for supplying fuel mixture to said manifold, a normally closed valve in said intake manifold directly operable by suction whereby back flow of gases will be prevented regardless of engine conditions and the position of the intake valve, a temperature controlled choke valve for said charge forming device, pump means for supplying an anti-detonating fluid between said intake valve and normally closed manifold valve, and independent vacuum controlled means for supplying an anti-detonating fluid posterior to the last-mentioned normally closed valve.

30. In an internal combustion engine of the four cycle type, an engine operated intake valve, an intake manifold, a carburetor for supplying a plurality of fuels to said manifold, each of the fuels being separately regulated to provide a maximum power mixture at detonating periods of the engine, and said regulating means being partially governed by vacuum conditions in the manifold.

31. In an internal combustion engine of the four cycle type, an engine operated intake valve, an intake manifold, a carburetor for supplying a plurality of fuels to said manifold, each of the fuels being separately controlled to provide a maximum power mixture at.detonating periods of the engine, said controls being partially governed by vacuum conditions in the manifold, and means for supplying an anti-detonating fluid to said manifold.

32. In an internal combustion engine of the four cycle type, an engine operated intake valve, an intake manifold, a carburetor for supplying a plurality of fuels to said manifold, each of the fuels being separately controlled to provide a maximum power mixture at detonating periods of the engine, said controls being partially governed by vacuum conditions in the manifold, and means for supplying an anti-detonating fluid to said manifold, said last-named means also being means for supplying an anti-detonating fluid to said manifold, said last-named meagis also being controlled by vacuum conditions in the manifold, and means for preventing the back flow of the anti-detonating fluid.

34. In an internal combustion engine of the four cycle type, an intake port and an engine operated intake valve therefor, a normally closed chamber communicating with the port controlled by said intake valve, said chamber being so constructed and arranged to prevent a back flow from said engine during detonating periods, a carburetor for supplying fuel to said chamber, and means for supplying an anti-detonating fluid during the detonating periods of said engine.

35. Infan internal combustion engine of the four cycle type, an intake port and an engine operated intake valve therefor, a normally closed mum maximum power curve for wide open throttle operation and increasing the richness of the fuel mixture beyond the richness required for maximum power to reduce detonation when the engine vacuum is below normal. I v

37. In an internal combustion engine having an intake conduit controlled by a throttle, means for supplying a fuel mixture of a richness in accordance with the maximum economy curve for part throttle operating conditions, means for supplying fuel mixture of a richness in accordance with maximum power curve for wide open throttle conditions, and means controlled by manifoldv vacuum conditionsv for supplying additional fuel having a richness in excess of that required for maximum power.

38. In an internal combustion engine having an intake conduit controlled by a throttle, means for supplying a fuel mixture of a richness in increasing the richness of the mixture to reduce detonation.

39. In an internal combustion engine having an intake conduit controlled by a throttle, means fOr supplying a fuel mixture of a richness in accordance with the maximum economy curve for part throttle operating conditions, means for supplying fuel mixture of a richness in accordance with maximum power curve for wide open throttle conditions, and means responsive to engine conditions for increasing the richness of the mixture beyond the richness normally required by a particular throttle position for the purpose of reducing detonation.

40. In an internal combustion engine of the four cycle type, said engine having an intake valve timed to close at a point substantially later in the cycle than the bottom dead center position of the piston whereby charge rejection occurs during low speed conditions, check valve means to prevent the rejection of the charge under such conditions, and means for supplying anti-detonating fluidv to the engine when said check valve is in operation.

41. In an internal combustion engine of the four cycle type, said engine having an intake valve timed to close at a point substantially later in the cycle than the bottom dead center position of the piston whereby charge rejection occurs during low speed conditions, check valve means to prevent the rejection of the charge under such conditions,and means for increasing the richness of the fuel mixture beyond the point of maximum power when the engine is operating at low speeds with low intake vacuum.

GEORGE R. ERICSON. 

